This channel is devoted to any and all things Vans RV-12 related. We take video of trips we've taken with both in-air and on-ground segments included. We will share ownership costs and anything else that comes to mind. If you like airplanes and flying, this is the place for you! #airplane #airplanes #flying #pilot
This may be a silver lining. You have time to check out SB102. Yours was factory built I think? So likely not affected but safer is always better right!
Yep, I have scheduled an inspection by my A&P. Hopefully it takes just 15 minutes like Vans wattanty allowance says. And, to your point, since Vans did the build I sure hope they got it right.
I did for a brief period overflying Champaign, IL. I was in clear skies until southern KY and as a rule I seldom use flight following unless I am in congested airspace.
I agree. It ekes out some pretty good HP on 3.8 GPH. I tend to fly around 5100 RPM and that's the GPH I usually get. Up high that can true out at 120 KTS.
I took videos of the way up to Du Page, but for the flight home I was hand flying all the way - no time for aerial shots although I did see some interesting terrain and landmarks.
I absolutely love this! 😃You're one of my "comfort-channels" for all things RV-12! Thanks Steve and Gail for bringing this to us, can't wait to see more trips on S&G Airline 😎🛩
I appreciate the feedback. I was looking at the Erlanger Hospital notation on the sectional. Someone else pointed out that it looked industrial, and I see that now. It also seems strangely remote.
Good video, thanks. Out of curiosity, how many re-charge stops would you need to make in a 14 hour trip in the Tesla? Or does the 14 hour estimate include charging?
The estimated time enroute is calculated by the car and does include the time spent charging. The car expects to make six charging stops enroute. As an experienced traveler though, I'd probably plan pn making 8 or more, but spending less time at each. I try to limit my charging time to 15 minute sessions if possible.
Hi, love your videos. I built and fly N359TD which appears similarly equipped to your SLSA. Fabulous flyer. I'm guessing the "hospital" at 2:00 is some industrial facility based on lack of parking (structure) and the tanks and other heavy equipment on site. Interesting. I never tire of looking out the canopy.
I totally agree. I use the Tesla autopilot (or autosteer as they are required to call it) all the time, even for short errands around town. I enjoy hand flying the RV-12 but for outside photography and for trips I am mostly on autopilot.
I started flying prior to the G1000 coming out and I remember a ton of controversy and discussion centered around it providing "too much information" to the pilot. I understand that position but I have a hard time reconciling how not adapting to new things to make piloting safer with a lower workload shouldn't be embraced. I like how you adapted a modern Garmin system into a traditional 6-pack avionics package to take advantage of what's available while also sticking with what you are comfortable with.
The bulk of my 1700 hours of flying was long before the glass cockpit came out. I am impressed with the Garmin suite, and in particular appreciate the digital map. Even so, I prefer flying the needle on the HSI for course guidance and usually keep the sectional up on the MFD.
I helped build an RV12iS a year ago and it has been the most enjoyable plane I have ever flown that wasn't aerobatic. Climbs really fast. The glass cockpit gives you so much situational awareness. Autopilot on cross countries is great. It is light and will dance in the wind and thermals but I would take it over a C-150 any day.
I'm a rusty pilot returning to flying. I appreciate you sharing you sharing your process and analysis. I will do the same at my own home airport, maybe add "review emercency procedures" to my own personal checklist.
I had the same weather challenges on the East Coast\Mid Atlantic in 2023. The Canadian wild fire smoke was terrible. It made VFR trips seem like a moon shot.
Hi James! I don't know if this past year is an anomaly, but it sure seems like there weren't many flyable days. In the deep South there are lots of pop-up t'storms in the summer.
There is a false sense of security using a gascolator. I use a screen filter and can check it easily before or during flight. I also us only ethanol fuel, 10% and have had zero problems. The ethanol absorbs small amounts of water and it goes through the engine. I use sea foam as a fuel stabilizer according to the instructions. I put in the fuel stabilizer when I fill up my dedicated gas cans. 1400 hours on this plane, 912 uls, thousands more on previous planes. I also do not get why you mentioned the crash of 404n, I read the ntsb final report and the issue was fuel line debris and gas float out of spec.
I mentioned it because I assumed that the debris in the fuel line came from contaminated fuel. Even if I missed the point, I recalled the the crash narrative as I re-read the instructions in my POH.
I mix 90 no-ethanol with 100ll. My mixture gets me at about 95 octane. Since I’ve done this, I see almost 0 lead in my oil changes. When I fill with external jugs I use a “Mr Funnel” which has a filter strainer. All my samples have looked very clean. Haven’t found water yet
Hi, love your videos. I built and fly an ELSA version that appears identical to your SLSA. 165 Hrs total time. One correction, you have redundant fuel injectors. I understand that both operate in each cylinder normally but will adjust to compensate if one fails. I'm not a big fan of ESP. I had a faulty ADAHRS from first flight, reared its ugly head at an inopportune time, replaced for free by Van's / Garmin, that tried to manipulate the stick based upon faulty attitude indication. The concept is good, but I'm not convinced execution is as robust. The Level Flight button on the autopilot control head may have saved my life, and that of my sons, in an inadvertent entry into IMC. All the very best!
I learn something every day! I did not know each cylinder had two injectors! Thanks for that. As for ESP, except for practice stalls and steep turns, I would never know it was there. Actually I stumbled onto it one day while doing a stall series - I needed to read the Garmin manual from cover to cover, which I since have done. Thanks for watching and for your comment.
I (thankfully) was taught early on by the mechanic that owned the C150s that I did my initial PPL training in to not only sump after fueling, but to first rock the plane a little to help any would-be contaminants settle faster. I would then wait a few minutes and take a fuel sample from each tank's sump. (The Cessna 150 only had one sump per tank) EDIT: The airport only had a self-serve MOGAS pump and the Cessna 150 was STC'd for MOGAS.
It helps to get advice from a mechanic - they've seen it all. Like you, I tend to rock my plane but I do it during fueling. It helps to settle down the float gauge. Then I add more fuel if there's room. Thanks for watching.
Cars used to have problems of water in the fuel. The fuel tank was a basic shape, and the pickup was set at the bottom of the tank for simplicity. Water sits at the bottom of the tank. Engineers didn't change physics, so why don't cars have problems of water in the tank anymore? Because they shaped the fuel tank to have a lower area and keep the fuel pickup above it. So now, as you drive, the tank gets shook up and the water goes into the engine in small amounts instead of all at once. Good luck doing that with planes though. We really can only keep ensuring to check the fuel the same way we've done for a century.
What I don’t get is, I have had zero water and fuel related issues with terrestrial vehicles so why is it all of a sudden a huge massive deal once the wheels leave the ground in an airplane? This philosophy extends across all aspects of aviation.
I understand your point of view. You'd think fuel is filtered before it is pumped into your plane. There are, however, other ways contaminants can get in there, so better to be safe than sorry, I suppose.
You have hit on the reason I posted this video. I suspect there are others like me who were not taught this. In fact, at my airport the self-serve fuel pump is right next to the front porch where we all sit and watch the goings-on on the ramp. I have never, not once, seen anyone fuel up and then drain the sump before cranking up and taxiing away.
Sumping after a fill up will not reveal any water right away. It takes time, more than several minutes, fuel and water actually mix to some extent so it's not helpful and not an effective way to find water in the fuel after refueling.
@@FlyingNDriving While that may be true, if I find any water at all in the first sample, I'll wait a while and sample again until clear. I do know that if I add a drop of water to a clear sample in my sump checker it sinks immediately to the bottom - it's a smaller quantity but the action of separating the two fluids is instantaneous.
Did you use Mogas or Avgas for the 912? I know Avgas had a lot of stricter about contaminants than Mogas and also using jerry can to transfer fuel from gas pump to the plane can introduce contaminants to the fuel. Hey, maybe you can made a video about using Mogas in aircraft, sure it'll be interesting!
Although Mogas is allowed in my Rotax, I exclusively run 100LL. It has occurred to me that folks who get mogas in plastic containers before pouring it in their plane might have a higher risk of introducing contaminants into the mix. I have seen some pretty rusty looking metal cans, too. I'll stick with Avgas for my plane.
My flight instructor always asks me if I re-sumped the tanks, even if I just did it prior to the fuel truck driving up to top us off prior to a lesson. 👍
"I feel your pain" - in the current economy rates are high and unlikely to go down any time soon. I just keep reminding myself that flying is not a poor man's sport. Even though I am not rich by any means, I do look at how to spend what disposable cash I have, and for me investing in flying is where it's at.
Greetings. Thanks for the good content. I am a fellow RV-12 owner. What solution did you come up with for mounting your GoPro? I have been thinking about using one during my flight lessons for review purposes. I am currently working on my private lic.
Hi Hal! Thanks for watching. I posted this video shortly after I first got the GoPro. It's been working OK since. You must get the suction mount from GoPro - not a third party. I have learned to pull my plane from the hangar and let the canopy heat up under the sun before applying the mount. That seems to help. I also give it a good tug after I mount it to make sure it is secure. One drawback to the GoPro where I put it is that it shows the outside really well but reading the instruments on video is sometimes hard. For the last couple of videos, I put the GoPro right next to my head and aimed it at the panel which worked OK except for the obvious issue that it obstructs my vision some. For you it will probably be a trial and error experience like it was for me. Good luck with your lessons.
Thank you for posting. I am learning to fly the RV12is and struggling with a "good pattern." Its a bit hard to see in the video, but can you share with me what your approximate RPMS are during the downwind, base, and final?
I recently completed building my RV12 and was taught 4500 downwind, 3100 abeam the numbers and adjust as needed for base and final at 65 knots. Curious to hear what other 12 pilots are doing.
Hi Pete! I fly downwind at 90 Kts and use whatever power that requires, generally in the neighborhood of 42-4300 RPM. Abeam the numbers, provided I don't have to extend for other traffic I go to idle and slow to 75 Kts. I fly base at 75 Kts. Once I turn final I pitch for speed and adjust power for altitude, so there is no set RPM for final - it's whatever is needed to fly the desired descent path. I fly final at 70, slowing to 65 as I approach the threshold and plan to touchdown between 50-55 knots. I seldom look at the RPM required. I know that early on in training a target RPM is helpful so I suspect my answer is of little use to you. Good luck in your training though, everything comes with time. You'll do great!
Just check Flight Aware to see if your track is showing. I checked it and it shows you flew on 4/5 from 1:47 to 2:04. Altitude and airspeed are visible. Looks like it's working correctly. Jack
